ENRICHMENT OF PILOTED DIESEL BY HYDROGEN
IN A CI ENGINE WITH EXHAUST GAS
RECIRCULATION FOR OVERCOME ENERGY CRISIS
ABSTRACT
The futuristic automotive world
suffers from the extinction of the fossil fuels
and depletion of available conventional
resources. That forced researchers to find
regenerative as well as non-hazardous fuels,
especially for the automobile sector. The
main criterion for finding an alternative is
owing to the emission characteristics from
the conventional fuels and its inverse effect
on the ecological balance in the ecosystem of
the earth's nature. For all the requirement and
criteria considerations the green energy with
less or no effect on atmospheric condition is
to be found out. From this, the best suitable
as well as available abundant in the planet is
hydrogen, and also hydrogen burns
separately with oxygen to produce CO2 and
H2O only. But the main difficulty to solve is
hydrogen's preparation or separation from a
tedious process requirement. In this paper,
the Hydrogen's property and suitability for
this planet are verified under various field
and places of usages as an automobile blood
under some changes or conditions to be
followed as about normal DI CI engine was
converted to operate as a gas engine.
Hydrogen-induced at the intake manifold at a
pressure of 2 bars along with recirculates
outlet gas and air. The experimental
investigation by enrichment of hydrogen
without EGR, with 10% EGR and with 20%
EGR. The rate of hydrogen was set
constantly at 2 L/M. This paper provided a
potential to investigate the effect of the
addition of H2 with EGR, without EGR ratio
on the performance such us Brake thermal
efficiency and Specific fuel Consumption,
on the combustion ignition delay (Ignition
postpone) and combustion duration and on
the emission characteristics Oxide of
nitrogen , Carbon monoxide and Smoke on a
CI engine.
1. Introduction:
Nowadays in daily life, Diesel
engines are indispensable. Due to rapid
growth in vehicle population deplete
resources and engine performance was a
concern for the environment has put
additional requirement. Toxic emission from
industrial processes and engine Outlet gases
like NOX, SOx and PM have under restriction
due to climate change in recent conference.
There on IC engine research active interest in
upgrade performance, renewable fuel and
harmless pollutant emission due to strict
engine emission norms. To rectifies the
problem by enhancing hydrogen as
alternative source replaced for fossil fuel [1].
There may few modifications to use
hydrogen fuel is could be the main attraction
point of view fuel hydrogen on existing
engine. The addition manifold injection
technique is complex modification [2,3].
H2O emission during the combustion
of hydrogen as a fuel as main plus point. But
still, expensive process for separation of
hydrogen because it is not freely available
[4]. Moreover, there should be staunch safety
mechanism implemented at the actual usage
point as hydrogen is highly inflammable. On
a commercial scale of automobile gasoline
engine have don't implemented in
automobiles, but researchers make
modification from the conventional gasoline
engine with hydrogen as fuel [6].
Thereby higher octane number for
hydrogen researchers such fuel in a gasoline
engine. No researchers taken modify a
portion of existing diesel engine as hydrogen
fuel due to higher self-ignition temperature
[7]. When lean mixture operating condition,
using hydrogen fuelled in engine faces to the
problem is higher NOx emission. Thereby the
higher flame temperature of hydrogen on
modified engine lead to higher NOx
emission. Heffel et al, experimental modified
ford ZETEC engine with hydrogen and
cooled EGR. Reported that level of NOx
emission compared with the non-EGR mode
at a rate of hydrogen on 20 LPM [3]..
To operate as HCCI engine mode by
using hydrogen, the cylinder gas temperature
should be increased adequately high so on the
appropriate time is taken for hydrogen to
reach an auto ignition on the cylinder[9].to
attain the auto ignite hydrogen by a pilot
diesel injection around 10° to 60° CA before
TDC. [10–13]. Hydrogen high diffusivity is
the main criteria as fuel. Hence, the supply of
less quantity of hydrogen either by a
manifold or direct injection in-cylinder could
reduce heterogeneity of spray diesel and
sequent combustion [14].For all load range
exhibit the similar brake thermal efficiency
on hydrogen engine [15].
Methods for hydrogen implement
like continuous manifold injection,
continuous carburetion, pulsed manifold
injection and low-pressure direct injection
have been proposed by previous researchers
[16,17]. Previous studies show with the
supply of 0.15 kg/h of hydrogen leads to
upgrading in brake thermal efficiency of
1.29%.there with approximately similar
brake power develop with enriched
hydrogen, a higher thermal efficiency and a
lower emission compared to diesel engine of
the similar load ranges [18,19]. Combustion
knock, a higher level of pressure rise, and
temperature are few problems should
carefully deal with the proper study to control
it [20,21].Renxu Niu et al (2016) China, in
this work with under four different excess air
ratio(1, 1.2,1.5 and 1.8) on the different
hydrogen fractions (3.9%, 5.3%, 7.2%, 8.9%
and 10.5% ) at an engine speed of 1500 rpm.
The result shows that 42% peak in-cylinder
pressure at λ = 1.2 than neat gasoline
condition with 7.2% of hydrogen addition
fraction, At hydrogen additional fraction
from 3.9% to 10.5% with λ = 1.8, raised 18%
to 31% the effective thermal efficiency. Then
emission such us UHC and CO emissions
decreased but NOx emission simultaneously
increases with hydrogen addition fraction it
could be balanced by lean burn condition at
large range[5].
2. Hydrogen in CI engine
The idea in IC engines using of
hydrogen is not new. In the absence of air
preheating is not possible in CI engine
because of its auto-ignition temperature is
858 K for hydrogen[4]. The alternative
method for implement hydrogen with diesel
fuel, induction of hydrogen on intake along
with air and by pilot injection of diesel on the
compression stroke. Hydrogen combustion is
major different from hydrocarbon fuel
combustion. Thereby having more extensive
flammability for hydrogen than diesel fuel.
Some major properties of diesel and
hydrogen are indicated in Table 1 [MAdhujit
Deb et al 2015]. As the flame velocity of
hydrogen is high, extremely quick
combustion usually takes place [4].Hydrogen
requires minimum ignition energy of 0.02
MJ, which enables the engine that uses
hydrogen to run on even extremely lean
mixtures.
Md. Atiqur Rahman et al (2016)
Malaysia, have done experimentally by
biodiesel (BD40) with hydrogen gas at a
constant flow rate (4 l/m) as BI fuel diesel
engine compared with neat diesel. The result
shows that by 10% of EGR is added to reduce
12.8% of EGT and 20% of Nox emission at
final load condition. Thereby by BD40 with
hydrogen at maximum load condition
without EGR enhanced to raise 21.9% of
BTE while comparing with neat diesel.
63.3% of UHC emission decreases by
induced hydrogen compared with diesel [22].
The experimental investigation by
enrichment of hydrogen without EGR, with
10% EGR and with 20% EGR. The rate of
hydrogen was set constantly at 2 L/M. This
paper provided a potential to investigate the
effect of the addition of H2 with EGR,
without EGR ratio on the performance such
us Brake thermal efficiency and Specific fuel
Consumption, on the combustion ignition
delay (Ignition postpone) and combustion
duration and on the emission characteristics
Oxide of nitrogen , Carbon monoxide and
Smoke on a CI engine.
Table 1.Properties of Hydrogen with
Diesel
exhaust component gases such as NOx, HC,
Smoke, CO and particulate matter in CI
engine. To reach volumetric efficiency,
thereby attain the exhaust gas temperature is
to be higher than normal intake air. A little
quantity of fresh air entered the combustion
chamber during the recirculation of exhaust
gas feeding.
Their effect on exhaust emission by the
oxygen level reduction in the combustion
chamber. The specific heat of charge
increased by induced of exhaust gas into an
engine cylinder. This results in suppressed
combustion rate of the air-fuel mixture. By
decrease oxygen content of air influence to
decrease combustion rate so the peak
temperature will reduce.

Properties Diesel Hydrogen Thus, lead to NOx creation in the

Cn engine is decreased. The percentage of EGR
Chemical H1.8n (Ƞ (EGR)) in the engine is defined as
H2
composition (C8-
C20) Volume of EGR
Ƞ(EGR)= Total charge into the cylinder x100 (1)
Auto-ignition
530 858
temperature (K)
AFT is decreased because of increase
Minimum ignition
- 0.02 inert gases concentration in combustion
energy (mJ)
chamber [8].Higher soot and PM causes at
Flammability limits
0.7-5 4-75 full loads while usage of EGR, this problem
(volume %in air)
due to reducing diffusion combustion. On the
Cetane number 40–55 -
part and lower load certain unburned HC
Octane number 30 130
shorten in HC emission on next cycle. In this
Diffusivity in
– 0.63 paper, the engine was an experimental
air/(cm2/s) investigation at different EGR rates with
Density 160 °C and 833– Hydrogen flow at 2 L/M. With 10% EGR and
0.0838
1.01 bar/(kg/m–3) 881 20% EGR is that exhaust gas granted on inlet
Flame air and hydrogen mixture. In this paper, the
30 265–325
velocity/(cm/s) combustion parameters, Performance and
Net heating emission characteristics were analyzed.
42.5 119.93
valve/(MJ/kg)
4. Experimental Setup
3.Exhaust gas recirculation The schematic diagram of the
To control NOx emission effective experimental setup is shown in Fig. 1. In this
and economic method could exhaust gas paper, for experimental investigation on a
recirculation (EGR) in IC engine. The main four-stroke, direct injection diesel engine
used. The specifications of the test engine are
listed in Table 2. At 150 bar pressure,
Hydrogen was stored in the cylinder and by a
pressure regulator to an outlet pressure
regulated to 2 bars. With the help of control
valve fine adjust of hydrogen flow. The rate
of flow hydrogen was measured with a
thermal mass flow meter. The non-return
valve (NRV) act as a flow reverse barrier in
the system.
Injection pressure 220 bar
Lubrication oil SAE 40
Flame arrestor placed to next to NRV as the
additional safety aspects. In the hydrogen
system to suppressed the backfire by water to
extinguish the flame on the flame trap with
sliding sleeve. Next, to flame trap with the
carburetor, it functions to control the
hydrogen flow into the manifold. This
method of mixture preparation with air and
fuel (hydrogen) is called mixture enrichment.
The hydrogen flow rate was 2 L/min. With
10% EGR and 20% EGR is that exhaust gas
granted on inlet air and hydrogen mixture. In
this paper, the combustion parameters,
Performance and emission characteristics
were analyzed.

5. Results and discussion

In this experiment Combustion

Fig 1. Schematic diagram of experimental parameter of Ignition Delay and Combustion
setup duration, performance parameters such as
brake thermal efficiency, BSEC, volumetric
Table 2. specifications of the test engine efficiency were determined and emissions
such as NOx, HC, smoke and carbon
Details Specification monoxide are measured. The experiment was
Rated power& 5.2kW & 1500 carried out keeping hydrogen flow remain
speed rpm same as 2 LPM in absence of EGR, the
Number of addition of exhaust gas recirculation with
Single cylinder 10% EGR and 20% cooled EGR.
cylinders
Compression ratio 17.5:1 5.1 Performance Analysis:
Bore & stroke 87.5mm & 110mm
5.1.1. Brake thermal efficiency :( Ƞbth)
Injection timing,
23
ºCA bTDC The graph shows the comparison of
Eddy current Ƞbth with the load for normal diesel, diesel
Method of loading
dynamometer with 2 LPM of hydrogen upgrade without
Mechanical pump- EGR, with 10% EGR and 20% EGR is shown
Type of injection
nozzle injection in fig 2. The brake thermal efficiency for
Injection timing 23°before TDC hydrogen with diesel as ignition source is
33.6% at 80% load with a flow rate of
hydrogen 2 LPM, whereas that of baseline
diesel fuel is 30.8%.experiment conclude that
flow rate of diesel is inverse of the flow rate
of hydrogen. Thereby the high flame velocity
properties in hydrogen enhanced the
combustion process effectively and lead to
rising the thermal efficiency. Use of EGR has
a negative effect on engine efficiency that
rises with its percentage of EGR with the
same 2LPM of hydrogen. At 80% load with
10% EGR brake thermal efficiency is 31.4%
and with 20% EGR, it is 32.23%. Result
shows decrease of Ƞbth in case of EGR
because negative effect on combustion due to
less availability of the oxygen concentration
on intake air
decreases with the increase in EGR
percentage at each load up to 80% loading.
When exhaust gas is recirculated to the intake
manifold, it occupies a portion of the
incoming air. This results in a reduction in
Ƞvol. modification of intake manifold during
an experiment to induction of exhaust gas and
hydrogen. So there is obstacle offered to
fresh charge, which further decreases Ƞvol.

Fig 3. Comparison of Ƞvol with engine

load

5.1.3. Brake specific energy consumption:

(BSEC)

Fig 2. Comparison of Ƞbth with engine

load

5.1.2. Volumetric efficiency: (Ƞvol)

Fig. 3 shows the variation of Ƞvol

with a load of normal diesel, diesel with 2
LPM of hydrogen upgrade without EGR,
with 10% EGR and 20% EGR is shown in the
figure. the Ƞvol obtained for 2 LPM
hydrogen enrichment without EGR is
85.02% compared to normal diesel fuel of
85.6% at 80% load. This reduction in Ƞvol is Fig 4. Comparison of BSEC with engine
due to the fact that hydrogen being much less load
dense than air displaces an appreciable
amount of it while being inducted inside the Fig. 4 shows the variation of BSEC with a
cylinder. When exhaust gas is applied, there load of normal diesel, diesel with 2 LPM of
is further decrease in Ƞvol. With 10% EGR it hydrogen enrichment without EGR, with
is 77.2% and with 20% EGR it is 75.03% at 10% EGR, and 20% EGR. It can be observed
80% load. The figure shows that Ƞvol
that BSEC without EGR is 10045 whereas
the BSEC of normal diesel is 13500.09, with
10% EGR it is 11050.02 and with 20% EGR,
it is 12540. All these readings are at 100%
load of rated load. BSEC decreases with the
increase in brake power. This trend is
maintained in all four cases viz normal diesel
operation, 2 LPM hydrogen enrichment
without EGR, with 10% EGR and with 20%
EGR. But BSEC in case of hydrogen
enrichment without EGR is low.
5.2. Emission Characteristics:
5.2.1. Carbon monoxide (CO)
Fig 5. Comparison of CO emission with
engine load
Fig. 5 depicts the variation of CO with the
load. At 100% load CO emission for normal
diesel, the operation is 0.88% by volume,
while it is .55% by volume with 10% EGR
and .58% by volume with 20% EGR. In case
of 2 LPM hydrogen enrichment without EGR
CO emission is .45% by volume. Due to the
absence of any carbon on hydrogen
enrichment leads to low CO emission, the
yield CO emission is also by the diesel which
injected pilot and lubrication oil. On again to
less availability of oxygen in case of EGR
leads to increase in CO emission. Cylinder
temperature and reaction speed is inverse of
EGR rate at the same time, more recirculate
exhaust gas minimizes the O2 concentration.
These reasons weaken the oxidation reaction
and lead to cause more CO emission.
5.2.2. Oxide of Nitrogen (Nox)
Fig 6. Comparison of NOx emission with
engine load
Fig. 6 shows the variation of NOx with a load
of normal diesel, diesel with 2 LPM
hydrogen enrichment without EGR and the
same with 10% EGR and 20% EGR. NOx
emission for hydrogen enrichment without
EGR is 1604 ppm compared to normal diesel
fuel of 1300 ppm at 80% load. The peak In-
cylinder temperature and high-temperature
gases residence in the cylinder for a long span
of time was the reason for rising in NOx
concentration in the case of enriched
hydrogen without EGR. The figure depicts
that with 10% EGR NOx formation is 1200
ppm at 80% load and that of 20% EGR is
1150 ppm. So thereby increase in Percentage
of EGR into the cylinder is a problem-solving
method to reduce NOx formation. Therewith
inert nitrogen, CO2, and higher specific heat
are the main sources of exhaust gases. When
EGR to engine inlet it can reduce oxygen
level and act as a heat sink. All the
combustion process is delayed with diluted
air, premixed combustion, diffusion
combustion and late diffusion combustion.
On the result whole combustion process is
moves further into the expansion stroke,
leading to low combustion temperature. Low
combustion temperature is the reason for the
decrease of NOx.
5.2.3. Hydrocarbon (HC)
Fig 7. Comparison of HC emission with
engine load
Fig. 7 shows the variation of HC with the load
for neat diesel, diesel with 2 LPM hydrogen
enrichment without EGR and the same with
10% EGR and 20% EGR. It can be observed
that HC emission for hydrogen enrichment
without EGR is 44 ppm whereas that of neat
diesel is 125 ppm, with 10% EGR it is 83
ppm and with 20% EGR, it is 94 ppm. All
these readings are at 100% load. Due to the
absence of any carbon on hydrogen
enrichment without EGR leads to reduce HC
emission. In case of EGR, there is lower
excess oxygen available for combustion.
Lower excess oxygen concentration results in
rich A/F mixtures at different locations inside
the combustion chamber. This diverse
mixture does not combust properly and
results in higher HC emission.
5.2.4. Smoke
The variation of the smoke level with load is
shown in Fig. 8. As load increases, diesel
engines tend to generate more smoke. It is
observed that at 100% load smoke no in case
of diesel is 58 whereas corresponding values
for diesel with 2 LPM hydrogen enrichment
without EGR and the same with 10% EGR
and with 20% EGR are 35, 48 and 52,
respectively. Due to the absence of any
carbon on hydrogen enrichment leads to low
smoke emission. Higher smoke level of the
exhaust is observed when the engine is
operated with EGR compared to without
EGR. Smoke level is directly proportional to
EGR and engine load. Thereby less
availability of oxygen for combustion of fuel
causes to improper combustion and lead to
formation of smoke level is higher in using of
EGR
Fig 8. Comparison of smoke emission
with engine load
5.3. Combustion Analysis
5.3.1. Ignition delay (ID)
Fig 9 demonstrates the variation of
ignition delay with load at 10% and 20% of
EGR with hydrogen fuel. It is observed from
Figure that the ignition delay (ID) of all the
fuels decreases with an increase in engine
load. The ignition delay formation is high in
neat diesel, which is 18.32 °CA, compared to
that without EGR of 18.04 °CA. The ignition
delay of 10% and 20% EGR is 18.03 °CA and
17.56 °CA respectively. The ignition delay
(ID) is longer for diesel, compared to that
with 10% EGR, with 20% EGR and without
EGR. The longer ignition delay (ID) is
caused by the chemical reaction during the
injection time, which slows down the
physical delay period.
Fig 9. Comparison of ignition delay with
engine load
5.3.2. Combustion Duration
Fig 10. Comparison of combustion
duration with engine load
Fig 10 illustrates the variation of combustion
duration with the load of the engine at 10%
and 20% EGRs. This time duration starts
from the starting of the heat release to the end
of heat release. The combustion duration in
normal diesel fuel at full load is 50.34 °CA,
while with 20% EGR, it is 54.18 °CA and 53.
°CA, and with 10% EGR and without EGR it
is 52.28 °CA. increase in combustion
duration because of fuel injection on high
mass while the load increases, At any
particular load, the combustion duration
increases as the EGR rate also increases.
6. Conclusion:
The experiment was carried out
keeping hydrogen flow remain same as 2
LPM in absence of EGR, the addition of
exhaust gas recirculation with 10% EGR and
20% cooled EGR. The following conclusions
are made on the basis of experimental results.
 On comparing of neat diesel with
hydrogen supply without EGR has
9.09% Ƞbth higher in percentage. But
the effect of using EGR has a
negatory effect on engine efficiency
the rise in its percentage, this is due to
dilution of EGR.
 Higher Ƞvol for normal diesel
operation then hydrogen supply
without EGR. There will still more
reduction in Ƞvol while using of
EGR. Causes for this reduction to the
replacement of a portion of fresh air
by hydrogen and recirculate gas.
 Higher BSEC for normal diesel
operation then hydrogen supply
without EGR. This is due to hydrogen
higher calorific valve so the there
hydrogen operated engine is to be in
lean burn conditions. The rise in
BSEC in case of EGR is due to the
negatory effect of on combustion by
EGR.
 On comparing of neat diesel with
hydrogen supply without EGR has
39% smoke lower in percentage at
80% load. Due to unavailability of
carbon in hydrogen fuel smoke
emission is reduced. the smoke level
in higher in EGR supply condition,
but while compare to normal diesel
 still attain a lower level of smoke.
EGR constricted the availability of
oxygen for combustion of fuel, which
results to raise in smoke level.
 On comparing of neat diesel with
hydrogen supply without EGR has
49% CO lower in percentage at 100%
load. because of oxygen level is lower
with EGR condition still lower CO
emission but while compared with
hydrogen without EGR is higher.
 On comparing of neat diesel with
hydrogen supply without EGR has
64% HC lower in percentage at 100%
load. because of oxygen level is lower
with EGR condition still lower HC
emission but while compared with
hydrogen without EGR is higher.
 NOx level is reduced by effective
EGR method. At 100% load NOx
value for hydrogen enrichment
without EGR is 1604 ppm whereas
with 20% EGR NOx value is 1150
ppm. This is because of inert gas by
exhaust gas suppressed the peak
combustion temperature.
In this experimental investigation on
a single cylinder CI engine with hydrogen–
diesel blend has proved to be an acceptable
approach to minimizing pollution load and
improved performance. There on experiment
shows that NOx formation problem faced in
hydrogen combustion with diesel fuel. EGR
technique is used for the decrease of NOx
level. In doing so there is reduce performance
level and increase in emission level. So lower
EGR % is preferred.
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